Vehicular speed responsive device



Nqv. 21, 1944. I L L. BOSCH VEHICULAR SPEED RESPONSIVE DEVICE Filed June 4,1941 5 Sheets-Sheet 1 Fig. 24

Nov, 21, 1944. L. 1.. BOSCH VEHICULAR SPEED RESPONSIVE DEVICE 5 Sheets-Sheet 2 Filed June 4, 1941 h mt Illa

Nov. 21, 1944. BOSCH 2,362,971

VEHICULAR SPEED RESPONSIVE DEVICE Fil ed June 4, 1941 5 Sheets-Sheet 3 00 '"h "1 I SAFIIETYIIIISCIALE In I l I! 37- mm @M e Pause/1 a" L/ghf l-kalg Bus Tax/tab l' C Truck Truck F 43 r7 14 F4115 F1916 53 .17

hum -I 12 Fig. 2 3 I INVENTOR.

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Nov. 21, 1944.- 1. 1.. BOSCH 2,362,971

VEHICULAR SPEED RESPONSIVE DEVICE Filed June 4, 1941 s Sheets-Sheet 4 BY Eat L3 Nov. 21, 1944.

BOSCH VEHICULAR SPEED RESPQNSIVE' DEVICE Filed June 4, 1941 5 Sheets-Sheet 5 Sec f/ TRU 0 SP5 Fig. 35

Patented Nov. 21 1944 i 2 2,362,971 I V v VEHICULAR SPEED RESPONSIVE DEVICE Lester L. Bosch, Cincinnati, Ohio 1 I Application J une 4, 1941, Serial Nb. 396,604 a Claims. (01. iii-311.5)

It is the purpose of this application to disclose mechanism which will facilitate the application of the traffic safety method'disclosed in. application No. 382,046 and Patent No. 2,284,633 to speed responsivemeans of'any type. This application does not include a consideration of. speed responsive elements but does consider at length the scale pointer relationship of speed responsive ,means in which the object .of declassificationis obtained. i

Another object 'of'this application is to disclose automatic means for the declassification of vehicle units.

Still another object of this application is to show a further development in the classification I of vehicle operators and development in means in which declassification of vehicle units is accomplished. This application does not include the display of signals concerning the vehicles operation, but does include examples in which are shown electrical contacts suitable for the giving of signals,-producing of records-uninitiating of control sequences." 1

These-and other objects of my invention will become apparent, to those versed in the art, in the following description of the accompanying drawings which constitute a counterpart of the invention, inwhich Fig. 1 is a roadside speedzone marker.

. Fig. 2 is a front elevation of the speed responsive means section of a vehicle panel, including a front elevation of the mechanism immediately in the rear of Fig. 3.

Fig. 3 is a front elevation of a part of the vehicles operating panel.

Fig. 4 is a sectionAAthru the speed responsive means shown in Fig. 2.

Fig. 5 is a section BB of Fig. 2.

Fig. 6 is across section CC of Fig. 3.

Fig. 7 is a detail of the vehicle classification means shown in section DD of Fig. 2.

Fig. 8 is an enlarged cross section which shows a commutator inserted in the elastic dial of the speed responsive means shown in Fig. 2. Y

' Fig. 9 is an enlarged plan view of a commutator section.

' Fig. 10 is a detail showing adrivers classification key in position.

Fig. 11 is a detail of the best grade operators classification key.

Fig. 12 is a detail of a double declassified operators key.

Fig. 13 is a cross section-of a passenger car operators classification :key receiver.

classification key receiver.

Fig. 14 is a cross section of alighttruck operators classification key receiver.

\ Fig. .15 is a cross section of a'heavy' truck operators classification key receiver. h i Fig. 1-6 is'a cross section of a busolJerators classificationkey receiver.

Fig. 1'? is a cross section of a taxicab operator's Fig. 18 is a cross section of a key of an openator qualified to drive a passenger car.

Fig. 19 is a cross section of a key of anopenator qualified to drive apasseng'er car and alight truck. 1 I h Fig. 20 is a cross section of a keyof an operator qualified to drivea .heavy truck.

Fig. 21 is a cross section of a key of an operato qualified to :drive a light truck, heavy truck, and a passenger car.

Fig. 22 is a front view (in the undeclassified position) of thespeed responsive means shown in Fig. 2.

Fig. 23 is a wiring diagram for energizingsolenoid shown in Fig. 2., I I I Fig. 24 is a wiring diagram-showing a method for declassifying the vehicle by use of a thermo- .stat.

Fig. 25 is a cross section oi a weighted dashpot showing an example of the classification of vehicle according to the grade on which it is traveling. 1

Fig. 26 is affront view of Fig; 25.

Fig. 27. is tawiring diagram showing :a means of the automatic declassification of ayehicle by the useof a photoelectric-cell. I s

Fig. 28 is a wiring diagram showing a means of setting the vehicles declassification means by radio signals. p r I Fig. 29 is an'example of a straight line elastic scale. v 7

Fig. 30 is aview showing the elastic scale of Fig. 29 is a position of-two declassifications.

Fig. 31 is an example ofa horizontalrscale which can be;positionedin-various vertical positions to obtain the desired 'declassificationg Fig. '32 is a front View of a speed responsive means scale in "which declassification is obtained by masking.

Fig. 33 is'an'endelevation oi -Fig. 32. Fig. 34 is a movable target behind Fig. 32. Fig. 35 is a front view'ofra speed responsive ,meansin'which declassification is obtained by selectingtheidesired scale; p

Fig. 361's acrosssection of Figi35.

-, Fig. 37isafront-elevationof-a scale of a speed Q Stretched or allowed to contract.

responsive means in which the declassification is a fixed number of miles per hour at all speeds.

Fig. 38 is a cross section DD of Fig. 37.

This application will be described by considering first Fig. l to Fig. 28 inclusive.

Fig. 1 is a roadside speed marker in which I is a structural supporting member and 2 is a marker attached to structural member I showing the speed permissible in the particular zone over which the marker has jurisdiction. Also attached to structural member I is a second marker 3 which indicates that the maximum speed designated by element 2 is in terms of a special scale (marked Safety scale) instead of in terms of the usual scale in miles per hour.

An example of one type of such a scale is shown by 4 in Fig. 2. This scale is shown mounted on a section of the vehicle instrument panel 5. Another section 6 of the vehicle instrument panel is shown in Fig. 3. Behind panel section is mounted the speed responsive instrument which is responsive to the vehicles true speed. Pointer l of this instrument indicates the true speed of the vehicle on scale 8. v

Safety scale 4 differs from the true scale 8 in that it is not fixed but is elastic and can be When the safety scale 4 is stretched to its maximum position as shown in Fig. 22 then the relative positions of its marking correspond to those of the true scale 8 and both scales indicate the true rate of speed of the vehicle (scale in miles per hour shown). This condition obtains for a vehicle unit of no declassifications and is so indicated by indicator 9 attached to the end of elastic scale 4 opposite 0 of the declassification scale III. In Fig. 2, indicator 9 is opposite I on the declassification scale 13, indicating a vehicle unit of one declassification. All markings onsafety scale 4 are contracted in proportion. As shown in this particular example, the indication on scale 4 by pointer 'l is .85 of that shown on scale 8. Moving indicator 9 to numeral 2 on declassification scale It! would allow the elastic scale 4 to further contract and give an indication of .85 .85 or .721 of fixed scale 8. By the same process it is evident that positioning of indicator 9' at any given point on scale l0 would give a reading at all points on scale 4 in some fixed proportion to that of scale 8. The reciprocal of this proportion is shown on true scale 8 by the small inside arrow of indicator 9 attached to the end of safety scale 4. Conversely, this same indication indicates the reduction in true speed required to maintain a given declassified speed. Electrical lead wire H insulated and carried by pointer 1 makes contact thru sliding brush l2 to commutator l3 embedded in elastic scale 4. Only one section of commutator I3 is shown in Figs. 2 and 22. This section is between characters 40 and onscale 4 and is connected to return lead l4 for the completing of any desired electrical circuit. It is obvious that as many commutator sections as desired could be employed similarly and that the type of commutator shown is purely exemplary. Such circuits could be used for the giving of signals, making records, control of vehicle in part or in whole, or for any other purpose.

Elastic scale 4 may be held in a circular positionby members l5 supported by brackets l6 guided by contact member I! in guide rack 18. Guide rack I8 is held in a fixed position attached to plate IS on whichscale 8 is stenciled. An enlarged cross section View of the elastic scale 4 is shown in Fig. 8 and an enlarged plan View in Fig. 9.

The position of this elastic scale is determined by a nonelastic tape 20 fastened to indicator 9. This tape fits in guide l8 and over pulley 2i. Its other end fits over the face of cam 22 and is attached to the cam by lock screw 23. Ine shape of cam 22 is such that succeeding equal angular movements unwind progressively smaller sections of tape 20 and in turn cause progressively smaller contraction of elastic scale 4. In this particular example the shape of cam 22 is such that successive unit declassifications of the safety scale 4 causes equal percentage changes between the relationship of safety scale 4 and true scale 8.

Cam 22 is fixed to shaft 24. Shaft 24 in turn is fixed to cylinder 25 over which a second nonelastic tape 26 passes. The upper section of this tape 26 passes over a series of fixed and adjustable rollers and ends at one of four established positions in block 21. The lower section of tape 26 is connected by coupling 28 to a spring 29. Spring 29, in turn, is fixed at point 30 and adjusted such that adequate tension is always placed on tape 26 to faithfully impart any change in position to pulley 25 and therefore in turn to cam 22 and elastic scale 4. In this particular example tape 26 passes over one fixed-axis roller 3| and four adjustable position rollers 32, 33, 34 and 35. Roller 3| simply serves the purpose of changing the direction of the tape by The other four rollers are pivoted to adjustable members in such a manner that tape 26 is caused to move cylinder 25 corresponding to each new position of any adjustable member. The position of each adjustable member is determined by the respective control lever of the vehicle or special device with which it is associated. Roller 33, for instance, is positioned by lever 36 moving about pin 31 as a fulcrum. The end of lever 36 rides on the face of cam 38 associated with the head light control knob 38. In the position shown in Fig. 3 control knob 39 is in the off position. A 90 clockwise turn of this control lever would turn on the dim lights and a clockwise turn, the bright lights.

Both cam 38 and control knob 39 are fastened to light switch shaft 40. Examination of cam 38 will show that when light switch 39 is moved to either the dim or bright position the right hand end of lever 36 will be forced downward and the left 'hand end holding roller 33 forced upward by an amount depending upon the, length of the left and right hand moment arms of lever 36 and the increased radius of the contact point of cam 38. The lever arms may be adjusted to suit various local or regional laws by locating pin 31 in hole 31a, 31b or 310. The end of lever 36 is maintained in contact with the face of cam 38 by tension spring 4! acting in combination with the tension on tape 23 by spring 29.

By the means just described 'it is evident that when the lights of the vehicle are turned on the safety scale 4 of the speed responsive means contracts and indicates a speed in excess of that shown on true scale 8. It is also apparent that if the safety scale is the designated scale to be used in the operation of the vehicle then when the lights of the vehicle are turned fon a lower maximum true speed is established in any highway speed zone. If, before the lights were turned on, the vehicle happened to have been traveling at the maximum speed allowed in a particular zone, then the speed would have to be reduced when the lights were turned on if infraction'zof'the law were to'be' avoided.

:In' a similar manner to that just described other controls' an'd devices derate the vehicle in the matterof allowable speeds. Roller 35, for instance, is positioned by lever 42, pivoted at pin 43 and riding on the face of cam 44." The lever arm lengths are determined by locating pin 43 in hole 43a, 43b or 430 and lever 42 is held in contact with cam 44 by tension spring 45. Cam

44 is connected todriving condition control knob 46 thru flexible shaft 41. Driving condition control knob 46 may be set'in either the good, poor, or W position; The good position corresponds to normal'good. driving conditions. In this position cam 44 has its minimum radius, in turn positioning roller 35 to its uppermost position.

The poor position corresponds'to poordriving conditions as may be encountered by a wet street pavement. In this position cam 44 moves roller.- 35 downward: declassifying the vehicle. Fig. 22 shows the safety scale before this declassification, and Fig. 2 shows it after. When the driving condition "knob 46 is turned to the WW position, the windshield wiper is placed in service and at the same time cam 44 makes an additional 90 clockwise turn. The radius of the cam in this new position then determines the effect on the declassification of the vehicle. In this example cam 44is shown with. a larger radius in the WW position than in the poor position, thus establishing a greater declassification for a condition which requires the useof the windshield wiper than that corresponding to a wet pavement. However, it is not presumed that all I authorities would want to;establisha greater declassification for the WW position than for the poor.. Probably most of them would wish to establish the same magnitude of declassification for each position, in which case cam 44 would have the same radius forboth positions.

- .In Fig. 6 is shown a section C of the lights and .driving condition control devices. It will be noted in this figure that shaft 41 extends on thru bearing 48 to shaft 41a which in turn is connected tocontrolthe operation of the windshield wiper. thru bearing49 to' shaft 400; which inturn connects to. an'electrical switch controlling the vehicles lights. I I

The vehicles classification is set by locating the end of tape 26 in the proper hole in block 21.

Section DD, of 'this block is shown by Fig. 7.

In Fig. 7, as well as in Fig. 2, bolt 52 is shown inserted in hole 21a which corresponds to the best vvehicle classification 0, that is, no de- In a like-manner shaft 40 extends on 55. "Spring Meeting in? tension holds lever against key 65. 'Stop 56 serves to limit the movement of lever 55 so as to allow the respective drivers keys to be inserted and position roller 34. Stop 66 is located so as to position roller 34- in the double declassified position. The insertion of a double declassified drivers key would then not change the I complete section til-62. of the ignition circuit.

- A double declassified operators key 'is'shown in Fig. 11. Fig. 12 shows a key'of zero declassification. A single declassification key would have a height at point 62 intermediate between that shown by Fig. 11 and Fig. 12. It is apparent-from Fig. 10 that it is necessary that a drivers key must be in position before the ignition circuit can be completed. Indicator 6'! isfastened to lever'55 and extends thru slot 68 of panel 6 to show driver declassification on the face of panel 5 as in Fig. 3. A side elevation of this-indicator is shown by section BB of Fig. 2 in Fig. 5 Ignition lock cylinder 69 is shown in Fig. Zand panel indicator 10 in Fig. 3.

The position of roller 32 is determined by lever H pivoted at 12 and acted upon by solenoid rod 13. Spring 74 holds lever H against stop 75 when coil 16 is deenergized. When the solenoid i en ergized rod 13 is drawn into the coil and pulls lever 1| against stop 17 declassifying the vehicle.-

' Indicator 18 connected to lever H extending'thru slot 19 indicates on panel 6 the condition of this additional device which I have termed the auto matic declassifier.

I In this, coil 16 is connected in the circuit shown in Fig. 23 in such a manner that when a trailer is attached to the vehicle, switch v8'3 com} pletes the circuit of battery 8| and energizes the connected to a driving condition cam and lever 42, pivoted at 43, an associated lever, all functioning as in Fig;

u 2. I Lever 42 differs from lever 42 by the addition of. an-interlock contact, 82 which completes acircuit betweenleads B3and '84 whenever the wind shield wiper is turned on or a poor driving condition-is recognized. The closing of this circuit together with the closing of the circuit across classification. It is presumed that the tape '26 would be sealed in the proper hole by legallyconstituted. authorities or would be sealed by others according tosome accepted vehicle classification. A simple wire seal 50 is shown in Fig. '7 sealing nut 5| on bolt 52 holding the end of tape 26.

Indicator 53 is connected to this locked assembly and extends thru slot 54 in panel 6 to show the vehicles declassification on the face of panel 6 as indicated by the 0 in Fig. 3. q The position of roller 34 "is established bylever 55,pivoted at pin'56. Lever 55 in turn is positioned by'the height of the drivers classification key inserted thru slot 51 of key receiver 58 fastened to panel 6. An isometric view of a drivers key in' receiver 58 isshown. in Fig. 10 and a detailed discussion .of'the construction of slot 51 is perature corresponded to the freezing of water;

device 85 would place the potential of batteryBl across the solenoid terminals 76a and 'lfi'b and cause a further declassification. Device 85 is a thermostatic element locatedand adjusted so as to close its contacts whenever atmospheric tem- This would therefore establish an extra declassification whenever there was a liklihood of ice forming on the highway surface.

Stillanother way in which a solenoid, similar to element 16 in Fig. 2 may be used is shown in Fig. 27. This figure is a diagram of a photoelectric cell, amplifier tube and relay connected so that whenever'the intensity of light falls below a predetermined level the vehicle is. declassified automatically. This method of declassification may be employed in substitution for that-established manually in Fig. 2 by the moving of light position of roller 34 but would safety is obtained by reducing switch control knob 39. In Fig. 27, photoelectric cell 88 passes current from battery 89 in proportion to the light falling upon it. This current circulated in the circuit completed by resistor 90 and the voltage drop across resistor 90 is in proportion to the light falling u on photoelectric cell 88. The voltage drop across resistor 90 less the bias voltage of battery 9I is impressed upon grid 92 of amplifier tube 93. The plate circuit of tube 93 is completed thru relay 94 and battery 95. As long as sufficient light falls upon cell 88 then relay 94 is energized and its contacts 96a and 96b are unbridged. When sufficient light does not fall upon cell 88 then relay 94 is deenergized and the potential of battery 91 is placed across terminals 98 and 99, in turn energizing the declassification solenoid connected thereto.

In consideration of the automatic declassification of vehicle units it is of course obvious that the vehicles may be declassified remotely by policing authorities. An example of such an arrangement is shown in Fig. 28 which includes a radio receiving set and associated antenna IOI for receiving the signals. An amplifier I02 supplies power to a declassification releasing relay I04 and a declassifying relay I03. When relay I04 is energized it turns pivoted armature I04a clockwise bringing pawl I04b out of engagement with ratchet I05 allowing rod I05a to drop to the limit of its travel as shown in Fig. 28. When relay I04 is deenergized spring I040 holds pawl I041) in contact with ratchet I05. Assuming the equipment in the position shown inFig. 28, each time relay I03 is energized armature I03a will be raised, in turn raising ratchet I05 one-toot If, for instance, relay I03is energized three times in succession then the ratchet I05 and its rod I050. would be lifted a distance corresponding to three teeth of the ratchet I05. Ratchet rod I05a could be connected directly to one of the rollers overwhich the tape 26 of Fig. 2 passes andthere fore declassify the vehicle directly or a commutator I05b could be attached to rod I05 which in turn would energize solenoid for declassifying the vehicle in the manner as previously described. In Fig. 28 as the commutator I05b is raised potential of battery H4 cumulatively appears across terminals I06 and I01, I08 and I09, H and III, thru H2 and H3. The remote setting of the declassification' could of course be superimposed upon the peculiar declassification of each vehicle. This remote declassification might be employed to handle such conditions as unusually heavy traffic requiring slow speed, wet pavements, icy pavements, darkness, rain, fog, etc.

Another factor affecting the safety of driving and applicable to the declassification method described in application is that of the need for traveling at reduced speeds when going down hill, since the effect of gravity does not permit the vehicle to be brought to a stop in the same distance as on a level highway. Equivalent the vehicles speed in relation to the steepness of the down grade. Such a means is shown in Fig. 25 and Fig. 26. In 25 a tape 26 such as used in Fig. 2 passes around roller M5 on the end of lever I Iii pivoted at point III. The other end of lever H6 is kept in contact with the face of cam M8 by spring H9 in tension. Cam H8 is fastened to shaft II9 turning in bearing H911 and filth. Suspended from shaft H9 are two rods IZM and I281) supporting a weight IZI. The housing is filled with oil or a similar viscous liquid I24 to obtain a slight time delay. The

middle section of shaft II9 passes thru a stationary liquid tight housing I22. Fastened to shaft II9 within housing I22 may be two vanes I23a and'I23b. These vanes have a very small clearance betweenall faces of the housing I22 and therefore serve as dashpots to restrict the movement of shaft H9. The action of this device in adding to the declassification of the vehicle is as follows: When the vehicle is going down hill the weight I2I moves forward turning with it cam H8 which raises one end of lever IIS and depresses the roller end. This in turn moves tape 28 in such a manner as to cause the safety scale of the speedometer to be declassified. The dashpot action would serve the purpose of stabilizing the movement of the weight and minimizing declassification on very short down grades. The shape of cam IIB can be fixed to regulate the declassification in relation to the steepness of the down grade. By the same token higher speeds should be permitted up hill and the face of cam H8 takesthis factor into account. Safety would be promoted without introducing complications by declassifying vehicles according to the steepness of the grade as provided for in Fig. 25 and Fig. 26. It is obvious that while it is generally recognized that vehicle speeds should be lower on. down grades than on the level the present speed marker system in use today does not lend itself to such frequent and irregular changes as would be required on streets and highways.

Consideration will now be given to the design of slot ill of drivers key receptacle 38 (see Fig. 3 and Fig. 10) which was referred to in an earlier part of this specification. In addition to the classification of drivers according to their exerience, ability and record, as already provided for in the key system described, it is also proposed to add to these same driver classification keys other classification diiferentiations which will further promote safety. It is proposed, for instance, that the slot 31 receiving the drivers keys be designed distinctive for each type of vehicle. An example of this proposal is shown in Fig. 13 to Fig. 17 where designs of five different types of key receivers are shown. The first of these, Fig. 13, is labeled for a passenger car, Fig. 14 for a light truck, Fig. 15 for a heavy truck, Fig. 16 for a bus, and Fig. 1'7 for a taxicab. Each of these key receivers, 38a to 38c inclusive, differ from another in the design of the slot 31a to tie admitting the drivers key. Under this concept if a person were qualified to operate a passenger car but not a truck, bus or any other type of vehicle then his key (irrespective of his drivers classification) would only fit a passenger car key receiver. An example of such a key is shown in cross section in Fig. 18. It will be noted that this key will only fit into slot 31a of the passenger car. Likewise the drivers key as shown by Fig. 20 will only fit into a single key receiver, that of the heavy truck. The driver in possession of the' key shown in Fig. 20 could only use this key in the heavy truck receptacle as shown by Fig. 15. It is, of course, obvious that all manner of combinations may be developed in this connection. A simple combination is shown by the key cross section in Fig. 19. This key is designed to fit either a passenger car or alight truck while thekey shown in Fig. 21 fits either a heavy truck, a light truck, or a passenger car. A key such as shown in Fig. 21 would be made available to drivers qualified to operate all these vehicles. The usefulness of difsameideclassification means as 'does tape 26 in Fig .2!l-

ferent keys for the diiferent types of. vehicles will be apparent in consideringithe status of a driver applying for his first truck drivers license.

He might have an excellent record as a passen- 'ger car operatorand be so qualified, by a key, however, his lack of experience would require that he be declassified as a, truck driver untila trial period had proven his qualification. He would then at least temporarily have two operator keys, one for driving passenger cars and one for light trucks. If at the end of the trial period he proved his qualification he would receive a combination key such :as shown in Fig.

19 in place of..the two separate keys- 'KLater should he commit atraffic violation he might be penalized by having his, Fig. 19 key exchanged for another of the same type but. with one or more declassifications for bothpassenger car and light truck operation.

Another important use of a-key applicable only to a single use such as a bus or truck is the case of where a truck driver or bus operator has committed an infraction of the law when operating a pleasure car and appears before thecourt for punishment. With the system as described in use, this drivers combination key would be forfeited and if circumstances permitted a new key issued to him permitting him to operate only a truck or busias the case may be. In this way he could continue I to. earn his livelihood but would bedenied the privilege of using a passenger vehicle. 1

As many types of 'speed responsive means and speedometer 'scales are in use today it is obvious that the particular scale design shown in Fig.2

A circular safety scale. also actuated by the same declassification' means as previously described is shown in Fig. 32, Fig. 33 and Fig. :34. In this design, tape 20?] isf-'positioned by a cam actuated by the declassification means and passes over shoulder I36 of safety -scale I-3'I.;- The true scaleis stenciled on the outside face of platel38 and the safety scale-I31 isivisible "thru slots, I39,

end. These contacts inturn complete; electrical circuits to illuminate selected scales as.shown.: I A true scale I49 .and 'three safety scalesiil59, I5I, and I52 are shownin the figure. :S'uitable lamps I53 are placed so as to illuminate the scale selected by moving contact I41. .In the example moving contact I illuminates No. 1 safety scale which as shown by indicator I55 on scale I54 corresponds .to :one declassification'; The true' scale I 49 is always illuminated or made otherwise visible whilethe various safety scales are selected by the declassification-means and illuminated selectively' one at a time. Acomr'non' pointer-I56 indicates the speeds on all scales. It is ofcourse and Fig. 22 would not meet all conditions. Many Scales in use today, for instance, are straight and not circular. An example is shown inFigxZQ and Fig. 30 of a straight scale operating onthe'same .basic principle 'of deration as'the. circularscale previously described.

Three scales are shown in Fig. 29 and Fig. 30, a

fixed true speed scale H5, an elastic safety scale I I6, and afixed declassificationiscale- I I I- Point'- er H8 actuated by the-speed responsive means indicates-simultaneously on both scales II5and 'IIB. In Fig. 29 pointer H8 indicatesthe same speed on both scales since, as shown, by indicator obvious that more orv less than the three safety scales shown may be used.

While this last example and the others have all incorporated the idea of speed reductions' in approximate proportion to speed, it isnot' tobe construed that it ismandatory thatsuclr relationships beestablished. An analysis of the ;.whole scheme of traflic safetyshows the idea of an approximate proportional reduction. in speed to be sound. 'I-Iowever, within the usual'metro- H9, (0) no declassification is in. effect. iIn-F'ig.

30 indicator I'I9 shows that two declassifications are in effect and also pointer H9 indicatesfa higher speed onv the safety scale than on-the true scale.

' nected to the safety scale at point I20, the end of scale H6 being fixed at its zero point.

Another style of horizontal scale is shown in Fig. 31 where the safety scale moves vertically relative to the true scal I22 as shown by its dotted position opposite 5 on the declassification scale I23. A common pointer I24 pivoted at I25 indicates speeds on the two scales.

Weight I26, connected by cord I21, passing over pulley I28, and connected to scale I2I at point I29, is held in position by tape I30 passing over pulley I3I and over cam I32 connected at point I33. The

' position of cam I32 in turn is determined by tape 26a passing over pulley I34 directly connected to cam I32 by shaft I35. Tape 25a connects to the The reading on the safety scale depends upon.

politan speed'ranges allowed,,speed reductions'of some arbitrary number of-miles per hour seem to give .fair. results, and Figu'37 and Fig.38 have been included to bring out this possibility as well as to show that, within certain limitations, simple scale pointer-relationship means can accomplish the desired result.

The scale pointer-relationshipin Fig. 37 consists of a small inner scale I52 and an outer scale I53. These scales are constructed so that one is held stationary and the other capable of being shifted about a common axis. A single pointer indicates the speed on each scale. When the zero .mark of both scales corresponds the pointer indicates the same speed on each scale. If, however, the five mile per hour mark of one scale is placed opposite the Zero mark of the other then these scale readings differ over the entire scale at one end and cam I59 at the other. Cam I59 is fastened to shaft I58 which inturn is fastened to pulley I51 over which declassification tape 255 passes. I

As tape I60 moves in response to vehicle declassificationthe safety scale I63 is turned counterclockwise with indicator I66 showing on declassification scale IGI, the declassification of the vehicle. A in previous examples, it is apparent that fractional unit declassification also may .be imposed and that successive declassification steps may be uniform or variable as shown. Fig. 38 is a cross section DD of Fig. 37 and shows one way in which true scale I62 may be held in a fixed position by structural member I61. Speedometer shaft 58 passed thru bearing I89 and is fastened to pointer I64.

Having thus described my invention, what I claim is: I

1. In a vehicular speed responsive device having a speed scale and indicator capable of movement relatively to each other normally to indicate actual speed of a vehicle equipped therewith, means capable of adjusting said scale and indicator relationship in recognition of a condition rendering reduced speed advisable for safety, whereby a scale speed proportionate to the reduction in safety occasioned by said condition will be indicated, and for operating said first-mentioned means and controllable remotely from the vehicle carrying said device, whereby authoritative control of said first-mentioned means by others than the driver may be established.

2. In a vehicular speed responsive device having a speed scale and indicator. moving relatively to each other to indicate normal actual speed of a vehicle equipped therewith, a flexible element associated with said device and arranged in substantially circuitous manner to produce a series of portions and capable of establishing relatively different adjusted relationships of scale and indicator, and a separate means ope'rable in each portion and capable of establishing relatively dififerent lengths of portions whereby cumulatively the effective length of the element will be altered as said portion lengths are varied, each of said means being useable in recognizing a condition rendering reduced speed advisable and whereby a relationship of scale and indicator is established proportionate to the reduction in safety occasioned by conditions which have been recognized as evidenced by operation of each of said means.

3. In a vehicular speed responsive device having speed scale and indicator members moving relatively to each other to indicate normal actual speed of a vehicle equipped therewith, a flexible element composed Of portions to produce cumulatiive results and associated with one of said device member, and a separate means operable on each of said portions and capable of establishing relatively different conditions of said element, each of said separate means being useable in recognizing a condition rendering reduced speed advisable and whereby a relationship of scale and indicator is established proportionate to the reduction in safety occasioned by conditions which have been recognized as evidenced by operation of each of said separate means.

4. In a vehicular speed responsive device having speed scale and indicator members moving relatively to each other, said scale consisting of parts capable of relative alteration whereby they lie in difierent relationships to each other and the indicator, a flexible element composed of portions to produce cumulative results and associated with said scale parts, a separate means operable on each of said portions of the element and capable thereby of eiiecting relative alteration of the scale parts in observance of each dondition which renders reduction in speed advisable, whereby each alteration operates cumulatively On said scale parts toeffect cumulative scale parts displacement, and whereby a relationship of scale parts and indicator is'established proportionate to the safety reduction occasioned by conditions which rendered operation of each of said separate means advisable.

5. In a vehicular speed responsive device having speed scale and'indicator members moving relatively to each other, said scale consisting of two parts capable of relative alteration, one part to disclose actual speed and the other part to disclose safety speed, whereby they lie in different relationships to each other and the indicator, a flexible element composed of portions to produce cumulative results and associated with said scale parts, a separate means operable on each of said portions of the element and capable thereby of efiecting alteration of the safety speed scale part in observance of each condition which renders reduction in speed advisable, whereby each alteration operates cumulatively on said safety speed scale part to effect cumulative safety speed scale part displacement relatively to the actual speed scale part, and whereby a relationship. of scale parts and indicator is established continuously proportionate to the safety reduction occasioned by conditions which rendered operation of each of said separate means advisable.

LESTER L. BOSCH. 

